Chinese manufacturer Nio has taken the surprising step of discontinuing its 150 kWh battery. This technology promised over 1,000 kilometres of range, but demand never followed. This decision highlights the real expectations of drivers when it comes to the development of recharging infrastructures.
Extreme autonomy that doesn’t appeal
On paper, Nio’s 150 kWh battery seemed revolutionary. In particular, it was fitted to the ET7 saloon and could cover more than 1,050 kilometres according to the Chinese CLTC cycle. In Europe, this represents around 900 kilometres on the WLTP cycle. However, despite this impressive performance, customers have not embraced it. According to William Li, CEO of Nio, the battery was used mainly as a marketing tool rather than for practical purposes. Several hundred units were produced in China, but these numbers were insufficient to maintain production.
The main drawback is the high cost. The battery cost 47,500 euros, the price of a complete Nio ET5. Even the monthly rental scheme, offered as an alternative, did not appeal to motorists. Most consider that a range of over 400 kilometres is already sufficient, especially with today’s recharging infrastructure.
Changing recharging habits
Driver behaviour has changed considerably in recent years. Previously, use was evenly split between 75 kWh and 100 kWh batteries. Today, only 3% of customers choose the 100 kWh battery. The proliferation of fast-charging stations and the development of battery swapping have reduced the need for extreme range. As a result, recovering a full battery in three minutes is becoming more practical than a long journey without a break.
This transformation has also changed Nio’s strategy. The brand now prefers to invest in the deployment of exchange stations rather than produce expensive batteries that are rarely used. William Li points out that this choice responds directly to the needs of customers in the field, rather than to marketing ambitions.
Strategic choices for Europe
Nor will Nio be offering the 150 kWh battery in Europe. The additional certification and testing would have made the introduction too complex and costly. Instead, the company wants to develop its network of exchange stations, seen as a more efficient solution for everyday use. This decision underlines a growing pragmatism, prioritising the user experience over autonomy records.
However, the recent closure of the only battery swapping station in Denmark illustrates the logistical challenges. Despite these occasional obstacles, Nio remains confident in this technology. The company is relying on gradual deployment and practicality to convince its customers, rather than on impressive but unhelpful figures.
A lesson for the electric vehicle market
The abandonment of the 1,000 km battery reveals an interesting paradox: drivers want range, but not necessarily extreme range. The real challenge lies in accessibility and speed of recharging. Nio demonstrates that innovation is not limited to technical performance, but must respond to the real needs of users.
This choice could influence other manufacturers. Rather than focusing on the race for maximum range, optimising infrastructure and everyday practicality now appear to be priorities. Ultimately, the success of electric vehicles will depend as much on practical solutions as on technological prowess.
